ment, but refused, stating that they had other objects. The master of one vessels, wrecked on the coast cf Patagonia, stated that he saw a schooner leave Liverpool last November, similar to the above, pierced for, but not shewing, guns, and full of men; but her destination seemed unknown.

STEAM NAVGATION TO THE CAPE. The subject of steam communication has often of late found a place in our columns, and it is one of such vital importance to the colony, that we feel confident our readers will require no apology for our again reverting thereto. We trust that the time is fast arriving when we shall possess these advantages, and which the existence of fuel in the southern hemisphere will greatly facilitate. Coal beds have already been worked in New South Wales ;- -it has also been found in Kerguelen's Land, (better known by the name of the Island of Desolation,) and at Natal, and there can be no doubt, but that on general attention being directed to this subject, this useful mineral will be found in many other parts of the southern regions. It is stated by competent persons, that the requisite outlay for such steamers will not be formidable; vessels of 600 tons, with engines of 200 horse-power, have been estimated at £20,000 each, if built of wood, and £16,000, if of iron. The southern regions seem especially intended for voyaging by means of steam; in this part of the globe the boundless ocean occupies a preponderating extent, and the pacific character of her seas seems to invite the mariner to her sunny isles, and wealthabounding continent. -Cape Paper.

EMERALD AUXILIARY SCREW STEAMER.

We have much pleasure in giving our readers the extract from a letter by Captain Prichard to Lieutenant Sarsfield, R.N, the intelligent Marine Manager of the City of Dublin Company:

Belfast, October 15, 1846.

"This is to inform you of our safe arrival in this port from London, after a passage of four days and three hours. The first thirty hours, we had a strong beeeze from the west; after, five or six hours, the wind was flying about to the south-west, until we got to the Isle of Wight. We then got the wind to the northward, which carried us to the Lizard, after this little or no wind; but at ten that evening, it came on like a hurricane from the westward to the north-west, and round to the southward, and then came a-head. There were two screw boats which had left London, one twentyfour hours before us, for Limerick, and we passed her off the North Foreland. The other left thirty hours before us-we passed her off the Isle of Wight. The Pearl left the same day from Southampton that we left London; we spoke her off the Land's End, and arrived here seven hours before her. Close hauled we beat them the most; we went to windward more than any we tried with; we acted well both with the wind a-head and fair, and did not labour the least-were quite dry, and ran much better than I expected."

We wish particularly to draw attention to this account in consequence of the Emerald being the first of several vessels of various sizes, built at Liverpool, with auxiliary steam power, having Mr. Grantham's patent arrangements, by which all spur wheels and multiplying gear are removed, and the engines applied direct to the screw shaft as in paddle-wheel steamers: thus obviating one of the greatest objections to the screw-propeller. The vessel was also modelled by Mr. Grantham. Besides the fact of the

Built by Ditch bo urne a Mare.-Engines by Maudslay and Field.

Emerald's great superiority over the other three screw-vessels, as stated in Captain Pritchard's letter, we would notice a still more important circum

stance.

The speed of the Emerald has been about equal to the coasting paddlewheel steamers. These average about 700 tons measurement, and 250 horse power, and cost about £28,000. They carry about 200 tons dead weight, besides their coals, burn from 80 to 100 tons per voyage of the same distance. On the other hand the Emerald can take from 200 to 300 tons cargo, burns about 25 tons of coals, and has cost under £9,000,

We shall wait with much interest for the result of the Sarah Sands, a vessel, of 1,000 tons, now building under Mr. Grantham's directions, and fitted on the same principle.

CONFINEMENT IN COAL BUNKERS.-In consequence of the death of the petty officer on board the Retribution steam-frigate, from confinement in the coal bunker, and the evidence on the court martial (although not of the clearest) that this mode of punishment exists on board some of our steamvessels, the Admiralty have issued positive orders to the respective captains and commanders of steam-vessels, that on no account shall such punishment be inflicted in the fleet. Attention is also called to the state of the coal bunkers, and a more rigid and frequent inspection of them is to be enforced, more particularly when under steam, to prevent the generation of carbonic acid gas, from the effects of which, in his confinement, the poor captain of the Retribution's hold died, whilst under confinement for a slight offence.

CAPTAIN WARNER'S LONG RANGE.-Colonel Chalmers, R.A., attended by Capt. Warner, has just selected the range of marsh required for the purpose, on the east side of the Essex coast, suitable to the occasion, where no danger can arise from such experiments. The Lords of the Treasury have granted the sum of £1,500 to defray the expenses consequent upon these trials, which are to take place in the course of a few days, and both the gallant captain and the Government have, it is stated upon good authority, unanimously selected Colonel W. Dundas, C.B., Royal Artillery, inspector of artillery, to carry out and decide upon the merits of these important experiments.

REDUCTION IN THE COMPLEMENTS OF HER MAJESTY'S SHIPS.-The fol. lowing is the table of complements of sea-going ships, sloops, steam-vessels, &c. issued by the Admiralty, Nov. 1. It is not to apply to those at present in commission, but only to such as may in future be brought forward; both officers and men are to be reduced in number; a Lieut. less in every vessel, except steamers; and in three-decked ships, a reduction of about fifty men. All steamers are to have fewer seamen, but more stokers and coal trimmers ; the boys, both first and second class, to continue as before; also the marines. The number of Lieuts to be as follows, viz :-First-rates to have 7 instead of 8. Second-rates to 5 instead of 7, but if on three decks to bear 7 Lieuts., 22 Mates and Midshipmen, and 6 Naval Cadets. Third-rates to have 5 instead of 6. Fourth-rates to have 5 as before. Fifth-rates to have 4 instead 5. Sixth-rates to have 3 instead of 4. Steam-vessels of four rates, viz.—300, 260, 240, and 195 men, to have three Lieuts. ; those of 160, and 140 men, to have but two. Sloops of five rates, viz. :-145, 130, 125, 120, and 80 men each, to bear but two Lieuts. instead of three.

WIRE-ROPE RIGGING.-A shipowner gives the following opinion of wire. rope - once had a very favourable opinion of wire-rigging, but experience (the grand test of novel inventions), has caused me to alter my mind, by pointing out its defects. In the first place, the wire-rope is very rigid, and from its not yielding, the ship is more liable to be dismasted,-in fact, the vessel in question is said to have lost her topmasts some two years ago from that cause alone; and in the event of a vessel losing her masts, the wreck cannot be cut adrift as with hemp rope, without greater trouble and loss of time, which latter, under the then existing circumstances, is of the utmost importance. The wire-rope itself cannot be cut with a hatchet, the setting up screws takes a long time to unscrew, and the shackle-pins or their fore-locks are, in all cases that have come under my notice, in too rusty and tight a state to unfasten.

Although an advocate for the improvement of our mercantile marine, and particularly anxious for the introduction of iron ships, having employed wirerigging on vessels from 150 tons and upwards, I intend to adhere to hemp in future, even with all its defects.

FRENCH FISHING VESSELS -As the act which regulates the right of fishing between Great Britain and France applies only to vessels fishing in the prescribed limits, the Treasury have signified that their lordships will not object to the vessels in question using the ports of the United Kingdom for the purposes, not connected with their fishing operations, nor to the purchase of wearing apparel, provisions, and salt, in quantities not more than necessary for the use of the crew...

MANNING THE NAVY.-On Monday last, another batch of 30 seamen left this city en route for London, per Great Western Railway, at seven A.M. It is truly surprising where all those fine-looking fellows come from. They left their quarters, the Royal Naval Rendezvous, in College-street, on an omnibus, followed by their officers, triumphant, with music, flags, &c., and gave three hearty cheers at the corner of each street. This excellent arrangement of land carriage pleases Jack beyond measure, and they keep the whole line of rail alive with their drolleries, singing and cheering. At every station they were loudly cheered by the country folks, who expressed their delight at the cortege by waving their hats and shovels. We learn with pleasure that not a single complaint on the line has been made either by the company or passengers, since this mode of conveyance has been adopted; and we hear from the commander that out of nearly 400 men who had left this city by rail, not a single desertion had taken place, notwithstanding the temptation of passing through London from Paddington to the Tower.-Bristol Journal.

GREAT INCREASE of Merchant SHIPPING AND SEAMEN IN THE BRITISH EMPIRE.

We have been favoured with some very interesting statistics, which we hasten to give our readers, showing the increase of our shipping and seamen from 1816, being the first year of actual peace, at the end of the great European war, down to the year 1845-these years inclusive. In 1816 there were, by registry, in the British Empire, 25,346 ships, of 2,664,986 tons, bearing as their crews 171,013 men. Between this year and the year 1835, great fluctuations occurred; in 1827 there had even been so serious a reduction as to bring the amounts to the following return:-ships, 23,199; tonnage, 2,460,500; men, 151,415. The highest return was 1817-this gave an excess over the year 1834 of ships, 809; tonnage, 67,840; and men, 10,759. The gradual increase from this year, 1834 we will now show year by year.

1835

6,306

930,300

53,880

Increase since During this period, upwards of 50,000 apprentices have been rated as seamen, under the provisions of the Merchant Seamen's Act, independently of 25,000 now serving out their time. It is thus fair to suppose that as the increase of men and boys, serving in the merchant service from the 31st of December, 1835, to the 31st of December, 1845, was 53,880, this demand has been supplied, for the most part, by the legitimate means of educating boys at sea for the sea, and not by shipping landsmen, withdrawing them from other trades and professions, to the deterioration of the class of British seamen. The navy estimates of 1835-6, votes 17,500 seamen, including 2,000 boys. This proves the actual increase of seamen in the British merchant and Royal navy since 1835, to be 65,880! a proud and cheering result for the consideration of this great maritime country. Surely it is high time that the British Government and nation should establish an institution protecting the interests of our seamen, yearly increasing in number, every year bringing by an increase of wealth to our shores, and every year by an increase of Colonies and Empire, having more and more important interests to protect.-Nautical Standard.

STEAM ENGINEERS.-It is proposed to admit a very limited number of engineers as ward-room officers in the royal navy. The Monarch and Neptune steam-vessels have been purchased by the Spanish Government from the General Steam Navigation Company, and are fitting by Messrs. Seaward as war-steamers. The chief engineers have been offered £24 per month, the second £20, and the third, £16, and the stokers, £8 per month, with everything found them on joining the vessel.

ILLUSTRATED GEOGRAPHY AND HYDROGRAPHY.-In a former number of our Journal, (December, 1844), we first called attention to this projected work. We then stated, "that the plan was capable of being carried out to any extent," and we now invite our readers to an examination of the Preliminary Papers attached to our present number, which show in detail, the whole scope and bearing of the work. It is intended to consist of three parts-First. The General Index. Second. The Sectional Series of Maps and Charts, with indexes to each. Third. The Descriptive Appendix.

The main feature of the work, viz., the "General Index," will of itself form a book of Universal Geographical Reference, and will be a key to the contents of every Atlas, Map, or Chart,-discriminating each of any number of synonymous places. The Sectional Series of Maps and Charts when complete, will be available to the index, thus rendering it a more complete work; and the addition of the third and last part, the Gazetteer portion of it will make the work fully efficient for any ordinary enquiry. Of the vast utility of such a work, there can be no doubt; and as it is the design of one of our NO. 12.-VOL. XV. 4 T

own countrymen, we hope to see it appear as an English book, published in London, and not to have it sent to us from the press of New York, or any other Foreign establishment.

It would be premature to speak more of a work only in contemplation, the plan of which is certainly most comprehensive and practicable; and whether in its first, second, or third stage, it will be of great utility, and in the three combined, it will contain a mass of information never before condensed in one book.

NEW AND CORRECTED CHARTS.

Admiralty Charts, published and corrected in October and November, and sold by R. B. Bate, 21, Poultry.

COLUMBIA RIVER, 2 sheets, Sir E. Belcher, 1839, each 3s.

AMOY HARBOUR, Capt. Kellett, CB., 1843, price 2s.

STRAIT OF GIBRALTAR TO THE GAMBIA RIVER, 1 sheet, Africa, Capt. Vidal, 1835, price 38.

ENGLAND EAST COAST, 3 sheets, Capt. Washington, 1843, each 28.

MIRAMICHI BAY, AND WESTERN ENTRANCE TO NORTHUMBERLAND STRAIT, Capt. Bayfield, 1839, price 2s.

COQUET ROAD AND CHANNEL, Com. Slater, 1839, price 2s. 6d.

PADSTOW HARBOUR, Com. Sheringham, 1839, 38.

BELFAST BAY, Capt Beechey, 1841, price 2s. 6d.

TIDE TABLES, for 1847, price 18. 6d.

INVERNESS FRITH AND BEAULY BASIN, Com. Slater and Otter, 1845, price 38. SCARBOROUGH, Mr. Calver, 1843, price 28.

SEAHAM HARBOUR, Com. Slater, 1840 price 28.

ST. HELENA ISLAND, Mr. J. Barnes, 1816, price 2s.

NUKULAU PORT (Ambro Island, Feejee Group,) Sir E. Belcher, C.B, 1840, price 1s. 6d.

WEXFORD HARBOUR, Com. Frazer, 1845, price 3s.

LABOUAN ISLAND, (Borneo) Capt. Bethune, 1845.
BRUNI RIVER, (Borneo,) price 1s. 6d.

CORK HARBOUR, Com. Wolfe, 1843, price 38.

COVE OF CORK, Com. Wolfe, price 2s. 6d.

PORT OF CORK, Com. Wolje, price 2s.

SINGAPORE, DURIAN AND RIO STRAITS, corrected 1845, price 2s.

INDEX TO THE COAST OF CHINA, corrected, Capt. Collinson, C.B., price 23.
CHINA SEA, Corrected, Capt. Colllinson, price 2s.
SHOURAKA GULF, corrected, price 28.

ARCTIC EXPEDITION.-Mackenzie River, April 1st, 1846.-By the express from Peel's River (not far from the sea) in February last, we are told that late last fall (the autumn), a noise was heard at that fort resembling the report of cannon, and Indians who arrived there shortly after, said, that they also heard a noise which was not like thunder. It may, perhaps, be Capt. Franklin, who, I hear, was sent out to endeavour to explore the long-sought northwest passage. It will be a novelty to see a boat's crew of Jacks come dancing up the Mackenzie this summer. I hope they may get safe past the Esquimaux at the entrance of it, who are hostile to the whites and Indians in that quarter. It must be noted that a boat expedition also, under the auspices of the Hon. Hudson's Bay Company, was fitted out about the same period with a similar object, but whether they carried any heavy guns we are not aware. Peel's River is in latitude 68° long. 135° west.-Times.